Buck Lovell's Blog

DEADWOOD CUSTOM CYCLES

Long time bike builder/motorcycle mechanic Jason Mook is proud to announce the opening of his new shop, Deadwood Custom Cycles. Located one block off of Historic Main Street at 10 Lee Street in the heart of the of Deadwood, Deadwood Custom Cycles will provide the same high quality repairs and performance upgrades Jason and his team are famous for. Specializing in American V-Twins, DCC offers complete service, repairs, performance upgrades, fabrication, machine work, stock make-overs, and frame up custom builds. A full service shop, Deadwood Custom Cycles offers custom tuning services using their Dynojet Dynamometer. With a full inventory of parts and apparel from industry leading brands like Arlen Ness, Bagger Nation, S&S, Baker Drivetrain, Klock Werks, Feuling, Drag Specialties, and Performance Machine, DCC is a one-stop motorcycle shop for local riders and visiting motorcyclists to the Black Hills of South Dakota. Deadwood Custom Cycles is more than a motorcycle shop; it is also a destination. The shop also features the Gallows Tavern, a biker-friendly environment with indoor and outdoor covered seating. Offering a variety of beer, South Dakota based wine, and food, the Gallows Tavern is a place where riders can kick back, take a break from riding, and enjoy Historic Deadwood. Visit DeadwoodCustomCycles.com for more information.

SUICIDE CLUTCH.... THE REAL STORY

I’ve seen the term “suicide shifter” used in describing a plain old ordinary tank shift. I’ve also heard people referring to a stock rocker clutch as a suicide clutch. Simple ignorance allows that term to be used incorrectly. There is no such thing as a “suicide shifter.” Nobody has ever died because of using “hand shift.” There is however such a thing as a “Suicide Clutch.” The term suicide clutch came into being when choppers were born. I’ll tell ya why. Back in the good old days, a long time before foot shift was standard equipment, tank shift with foot operated -clutch was original equipment on Harley-Davidson motorcycles. Let’s use the Harley-Davidson motorcycle of the 1950’s as an example. The foot clutch was of the rocker type, meaning it could be “rocked” to the disengaged position, and it would stay in that position until the rider nudged it with his or her foot in the opposite direction. Harley-Davidson motorcycles were “heel down” disengaged, Indian motocycles (no R is the way Indian Motocycle Company spelled it) operated with toe down disengaged motion. The rider could and would control the RATE of engagement with his or her foot. In other words, the clutch was not totally spring loaded like the clutch in a car. Clutch pedal engagement is/was determined by foot position. If the rider slid his foot off the clutch pedal while it was in the disengaged position it would stay disengaged. The stock/standard rocker clutch did have a spring that would pull the pedal towards the engaged position only after the clutch was “rocked” out of the disengaged position. Safety first for this style clutch. Early Chopper builders modified the rocker clutch so it would not, and could not stay “rocked out” in the disengaged position. This allowed for much faster clutch action. It also meant that the rider had to maintain constant foot pressure on the clutch to keep it disengaged. NO big deal! BUT!..... Many early chopper builders/riders/outlaw bikers also decided to remove the front brake. This was done not only for cosmetic reasons, but also because removing the front brake also lightened the motorcycle quite a bit. If you look at most old chopper photos from the 1950’s and 1960’s, even through the 1970s, many times you’ll see custom bikes or choppers with a clean, lean looking front-fork that has no front brake. This is when the suicide name caught on. That shift lever looks like connect to a ratchet-top doesn't it?

This rider is using a "ratchet top" four speed intended for foot shafting use but is shifting it by hand "Jockey" style.

A motorcycle rider while riding steep hills such as found in the city of San Francisco was subject to traffic lights like all the other traffic. If that rider was riding a chopper equipped with no front brake, hand shift (jockey shift or tank-shift) and a clutch that was modified to act as a spring loaded clutch, that rider could not easily stop and start at traffic lights located at streets located at the top of a hill. If the rider stopped at light on a steep hill using the right foot on the brake, the transmission would need to be neutral (remember the clutch could NOT be rocked into a disengaged position and stay there). The right foot would be holding the brake engaged the left foot would be on the ground with the left leg holding the bike upright. It took speed and coordination to quickly put the right foot down to hold the bike up, then the left foot to push the clutch pedal down, the left hand would slam the tranny into first gear, and the rider could then let the clutch out and go. This sequence of events was virtually impossible to do on a steep hill, so riders took to running the yellow or early red traffic lights rather than attempting a stop on the hill. More than a few were killed running the light. And that, my friends is how the suicide clutch got his name. That’s my story, and I’m sticking to it! Enough riders were killed for other riders (and the cops) to consider it suicide to ride a motorcycle equipped as described. But then again, all the macho guys went straight to the suicide set-up, for macho reasons alone. Back in the good old days real bikers shunned the wearing of leather. Back then, only sissies wore leather. Also, if a jockey-top is mounted rather than a ratchet-top (four speed transmission only) when hand shifting, blazingly fast power shifts can be made, and wheelies will happen. It’s more fun than a high speed chase!

I rode a rigid frame Panhead for years with a foot-operated clutch, jockey shift (jockey top transmission), and no front brake. I purchased the motorcycle so equipped and once I got familiar with it, I saw no reason to change. I also always wore a heavy leather jacket; I like my skin too much I guess. When myself and friends rode up to San Francisco to cruise the Haight Ashbury and North Beach districts, the guys that had motorcycles equipped with front brakes rode behind the guys without front brakes, and held them in place on the steep hills at traffic lights by putting their front wheel against mine and others rear wheels. That’s what friends are for. Hardly anyone runs without a front brake these days, but there are a few diehards out there. Foot clutch, no front brake, and hand shift. The owner/riders usually make a point of riding exclusively on flat roads or road without stoplights on the hilly parts. I don’t blame them, anything else is beyond scary. Then again, I miss my old Panhead; I must have put 200,000 miles on that bike without committing suicide. Came close a few times though. I’ll tell ya about one of those later on.

Buck Lovell

Chief of the Lost Dog Riders MC

If you rider an American Bagger you owe to yorself to read American Bagger Magazine.

Sturgis Rally Facts

The 3rd Annual Rally

(August 11-13, 1939) had 55 riders participate in the Black Hills Tour - from Sturgis to Mt Rushmore (followed by a Dutch Lunch), The Needles Highway, the State Game Lodge, sylvan lake. Johnny Spieglehoff was again named Black Hills Speed Champion

Motor Maids

of America held their 5-state convention at Sturgis, during the Rally.

The 5th Annual Rally

(August 1-3, 1941) Pearl Hoel talked about driving the chase vehicle to pick up stranded riders and one time giving their left over tea to a tourist who needed water for his radiator to cool off his over-heated Ford along Needles Highway.